Catamaran ship{40 s structure

ABSTRACT

A catamaran type vessel having a plurality of longitudinally extending hulls defining longitudinal propulsion channels intermediate said hull form and one or more elevators vertically liftable intermediate the hulls, so as to vary the height of the elevator with respect to the surface of the water. As a result, the ship may be used for the transport of cargo in a variety of vertical attitudes, as well as a dry dock. The elevator may be supported above the surface of the water or it may be lowered to permit the floating in of another vessel prior to dry docking operation.

[ Jan. 22, 1974 CATAMARAN SHIP'S STRUCTURE [75] Inventor: Frank Bmes,McLean, va Primary Examiner-George E. A. Halvosa AssistantExaminer-Sherman D. Basinger [73] Assignee: Stradco Inventions &Research C0., 1

Washington, DC.

[22] Filed: May 2, 1972 [21] Appl. No.: 249,595

[57] ABSTRACT A catamaran type vessel having a plurality of longitu- 5211.8. c1 114/435, 114/61 finally hulls defining lmgimdinal PmPu" 511111. cu B63!) 35/28 channels [58] Field of Search 114/435 61, 665 F,665 H, more elevators vertically l1ftable mtermedlate the 114/665 R 4572, 73, 77 R 77 A 05 R, hulls, so as to vary the helght of the elevatorwith re- 214/12 spect to the surface of the water. As a result, the sh1pmay be used for the transport of cargo in a varlety of [56] ReferencesCited verticgal attitudes2i a; well las a (fifty dOCfk.hTh6 elevator maye supporte a ove t e su ace 0 t e water or it UNITED STATES PATENTS maybe lowered to permit the floating in of another l vessel prior to drydocking peration 2,988,036 6/l96l Mooneyhan et al. ll4/43.5

FOREIGN PATENTS OR APPLICATIONS 10 Claims 22 Drawing Fi 496,006 7/1919France 114/77 SHEEI 3 0F 7 PATENTEDJAN 22 1974 PATENTEDJAI 22 1324 sum 70F 7 F I I45 V FIG: 22

CATAMARAN Sll-IIP'S STRUCTURE BACKGROUND OF THE INVENTION 1. FIELD OFTHE INVENTION Ships, particularly multi-hull ships used for thetransport of containerized cargo. The ships are constructed so thatthere are defined intermediate the hull sections a plurality ofhydraulic jet propulsion channels permitting smooth flow of waterbeneath the ship and providing lateral stability.

2. DESCRIPTION OF THE PRIOR ART US. Pat. Nos. to Fechtenburg, 2,381,583to Forlano, 2,467,022; to Nemec, 3,318,276; to Holm, 3,428,016; and toSchroeder, 3,191,568.

Holm shows the use of amphibious means and Schroeder has been selectedas showing water intervening between the barge-cargo storage areas.Forlano shows the use of a hydraulic compulsion system includingstearing jets in a ship. Nemec is selected as showing the securement ofbarges within an oceangoing vessel.

However, none of the references show the use of a multi-hull ship,having a plurality of bows in combination with the intervening elevatorswhich rigidize the hulls with respect to each other, while supportingthe cargo in a variety of vertical attitudes. None show the formation oflongitudinally extending channels intermediate the bows and beneath theelevator structure.

SUMMARY OF THE INVENTION According to the present invention, themulti-hull ship includes at least two longitudinally extending hullforms defining a catamaran structure, with a plurality of bowsinterposed between the hull forms and including longitudinally extendingpropulsion channels intermediate the bows. A plurality of transversebeams extend topside between the hulls and an elevator is positionedintermediate the hulls so as to be liftable vertically with respect tothe seas surface. Hydraulic propulsion units are supported in the hullsso as to communicate with the water and drive the vessel, as watersurges through the longitudinally extending propulsion channels.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. I is a perspective view of theproposed multihull ship, showing the hydraulic propulsion units inphantom.

FIG. 2 is a transverse section, showing positioning of the elevator andcargo barges with respect to the hulls.

FIG. 3 is a similar view showing lowering of the elevator beneath thehulls so as to admit barges or the like during loading.

FIG. 4 is an enlarged schematic view of the hydraulic propulsion unitsuch as the type illustrated in applicants earlier application entitled"An Hydraulic Propulsion System (Ser. No. 237,717), filed Mar. 23, 1972.

FIG. 5 is'a bottom view of the proposed ship, showing the longitudinallyextending propulsion channels with a modified stern element illustratedin phantom.

FIG. 6 is a transverse section of a further modification employingsuperposed, identical elevator ele- A. .a a

FIG. 7 is a fragmentary side elevation, showing the superposed elevatorelements in phantom.

FIG. 8 is a fragmentary top plan showing the bow elements.

FIG. 9 is a fragmentary side elevation of the bow elements.

FIG. 10 is a front view of the ships bow.

FIG. 11 is a fragmentary perspective of the bow elements.

FIG. 12 is a fragmentary perspective showing positioning of the elevatorposts with respect to the hull structure tracks.

FIG. 13 is a transverse section through the elevator posts and hullwells showing roller bearing support of the posts.

FIG. 14 is a fragmentary side elevation showing engagement of therollers with the elevator posts.

FIG. 15 is a fragmentary perspective showing mounting of the rollers inthe hull wells.

FIG. 16 is a transverse section of a further modification wherein thelongitudinally extending channels have been eliminated at the bottom ofthe elevator and instead there is an opening across the entire bottomsurface of the elevator intermediate the hulls.

FIG. 17 is a transverse section showing positioning of the elevator withrespect to the stern posts and the provision of a pump room at eitherside of the elevator.

FIG. 18 is a transverse section showing positioning of a modified lowercenter beam with respect to the lower elevator.

FIG. 19 is a further view showing lifting of the lower center beams andthe elevator with the surface of the sea.

FIG. 20 is an enlarged fragmentary section showing the key configurationof the elevator posts as it engages the inner surface of the hull wells.

FIG. 21 is a transverse section of a structure embodying four hull formsso as to have three sets of elevator sections and transverse beams.

FIG. '22 is a transverse section of the engagement of the elevator withthe adjacent hull form, according to the FIGS. 18 and 19 concepts.

DESCRIPTION OF THE PREFERRED EMBODIMENTS:

In FIG. 1 the muIti-hull ship 10 is illustrated as comprised of outerhull forms 14 and 26 with intervening bow elements l6, 18, 20, 22 and24. A ships bridge 12 is illustrated as positioned forwardly oftransverse beams 28, 30, 32, 34, 36, 38 and 40 extending intermediatethe outer hulls l4 and 26. The stem operating bridges 42 are illustratedas positioned above decks with respect to reverse shear stern element44.

As illustrated in FIG. 5, a plurality of longitudinally extendingpropulsion channels 68, 70, 72, 74, 76 and 78 extend rearwardlyintermediate the bow sections and are registrable with correspondingchannels at the bottom of the elevator element 80. Optional sternconfigurations and 92 may be positioned at the aft end of these channelsso as to define a surface for converging action of water jets.

The ship may be driven by hydraulic jet propulsion elements of the typedescribed in applicants earlier filed application, Ser. No. 237,717, andentitled An Hydraulic Propulsion System. These may be aligned, asillustrated in FIGS. 1 and 2 so as to include jet elements 52, 54, 56,58, 60, 62, 64 and 66. Optional hydraulic jet elements may be positionedin the bow as at 50 and in the stern as at 94. Each or all hydraulic jetelements may have additional air ingestion means so as to assist inhydraulic drive.

The individual elevator 80 is illustrated in FIGS. 2, 3 and 12 asincluding the bottom longitudinal channels 68, 70, 72, 74, 76 and 78, aplurality of like vertical posts 86 and 88 having registering pinholes118 and 120 with support pins and complementally engageable withrectangular plate 114 defining a vertical well in the hull section.Rollers I10, supported upon shafts 112 extending through corner elements116 may provide for roller bearing of the stern post elements. Suitablecable 73' and 75' shown in phantom, may be used for raising and loweringthe elevators. Alternatively, various types of bearing elements may beemployed. The top surface 122 of the elevator thus is movable verticallywith respect to the surface of the sea. Plates 124 and 126 constitutethe outer hulls.

A plurality of cargo barges 46 and 48 having identical registeringchannels 94, 96, 98 and 100 may be floated into position upon theelevator 80, as illustrated in FIG.

3. Then the elevator may be lifted so that its lower surface is flushwith the bottom of the hulls 14 and 26 during transit. Water may thussurge through these channels in aligned barges 46 and 48 throughout thelength of the vessel, as well as through the lower elevator channels.Optional ballasting tanks 53 and 55 may be provided in the hull sections14 and 26 which also provide for quarters, ships machinery and the like.

In the modification illustrated in FIG. 16, the longitudinally extendingchannels have been eliminated from elevator 80" which has a void 122intermediate the bottoms of the hull sections 14" and 26".

In FIG. 17, the elevator section 130 is shown with its posts 128 and 130complementally engaging wells I24 and 126, while pump rooms 136 and 138are defined at opposite sides of the elevator.

In FIG. 18, a further modification is shown wherein there is a lowerelevator 80 and a plurality of transverse lower center beams 81supporting cargo barges 144. The lower center beam may be raised andlowered by cable means 145, and 147 positioned at either side so as toraise and lower the beam with respect to the elevator. In the nonloadedposition, illustrated in FIG. 19, the beam 81 and lower elevator 80 maybe both raised above the surface of the water during transit.

In FIG. 20 there is illustrated the key configuration 142 of engagementof the lower center beam with a corresponding track in the hull forms14' and 26'.

In the modification illustrated in FIG. 21 a plurality of hulls 14, 26,146 and 152 are provided with similar lower elevators 80, 156 and 154.Similar transverse beams 81 are provided. According to this mode ofinvention, the ship may be multiplied laterally so as to have numerablehulls, the hull forms being lockably by means of the top transverse beammembers 148 and 150 as well as the interlocking of the center beammembers 81 and elevators with respect to adjacent hull forms.

Manifestly, the hull structure, jet propulsion drive and elevators maybe varied substantially without departing from the spirit of theinvention.

I claim:

1. A multi-hull ship comprising: I

A. two longitudinally extending hull'forms defining a catamaranstructure;

B. a plurality of bows interposed between said hull forms and includinglongitudinally extending channels intermediate said bows;

C. transverse beams extending topside between said hulls;

D. at least one pair of superposed elevators keyed with respect to saidhull forms by a keying element and independently liftable with respectto each other, said elevators extending longitudinally between said hulland aft of said bows, said elevators being reciprocable vertically withrespect to the waters surface; and including longitudinally extendingchannels registering with said longitudinally extending channelsintermediate said bows; and

E. hydraulic propulsion units supported in said hulls and incommunication with said water, so as to drive said vessel.

2. A multi-hull ship as in claim 1, including stern configurationsintermediatesaid longitudinally extending channels at said stem with anaft hydraulic propulsion unit communicating with said channels, so as todivert discharged water on either side of said stern configurations.

3. A multi-hull ship as in claim 1, said elevators being raised by cablemeans.

4. A multi-hull ship as in claim 3, said elevators being securedvertically with respect to said hulls by pin means extensible throughsaid elevator and a portion of said hull form.

5. A multi-hull ship as in claim 4, said elevator including verticallyextending strut members complementally engaging individual track memberssupported in said hull form and including roller bearing meansinterposed between said track members and said strut members.

6. A multi-hull ship as in claim 5, said hull members including aplurality of vertically downwardly extending female posts, saidvertically extending struts complementally engaging said posts, as saidelevator is raised and lowered.

7. A multi-hull ship as in claim 6, including a plurality of rollerelements secured inwardly of said posts so as to engage said strut.

8. A multi-hull ship as in claim 7, wherein said keying element has a Tconfiguration in cross-section.

9. A multi-hull ship as in claim 8, wherein said elevator may be loweredbeneath said hull forms, so as to support said structure in a dry dockattitude.

10. A multi-hull ship as in claim 9, said elevator including pump meanspermitting ballasting intake of water into said elevator and said hullform.

1. A multi-hull ship comprising: A. two longitudinally extending hullforms defining a catamaran structure; B. a plurality of bows interposedbetween said hull forms and including longitudinally extending channelsintermediate said bows; C. transverse beams extending topside betweensaid hulls; D. at least one pair of superposed elevators keyed withrespect to said hull forms by a keying element and independentlyliftable with respect to each other, said elevators extendinglongitudinally between said hull and aft of said bows, said elevatorsbeing reciprocable vertically with respect to the water''s surface; andincluding longitudinally extending channels registering with saidlongitudinally extending channels intermediate said bows; and E.hydraulic propulsion units supported in said hulls and in communicationwith said water, so as to drive said vessel.
 2. A multi-hull ship as inclaim 1, including stern configurations intermediate said longitudinallyextending channels at said stern with an aft hydraulic propulsion unitcommunicating with said channels, so as to divert discharged water oneither side of said stern configurations.
 3. A multi-hull ship as inclaim 1, said elevators being raised by cable means.
 4. A multi-hullship as in claim 3, said elevators being secured vertically with respectto said hulls by pin means extensible through said elevator and aportion of said hull form.
 5. A multi-hull ship as in claim 4, saidelevator including veRtically extending strut members complementallyengaging individual track members supported in said hull form andincluding roller bearing means interposed between said track members andsaid strut members.
 6. A multi-hull ship as in claim 5, said hullmembers including a plurality of vertically downwardly extending femaleposts, said vertically extending struts complementally engaging saidposts, as said elevator is raised and lowered.
 7. A multi-hull ship asin claim 6, including a plurality of roller elements secured inwardly ofsaid posts so as to engage said strut.
 8. A multi-hull ship as in claim7, wherein said keying element has a T configuration in cross-section.9. A multi-hull ship as in claim 8, wherein said elevator may be loweredbeneath said hull forms, so as to support said structure in a dry dockattitude.
 10. A multi-hull ship as in claim 9, said elevator includingpump means permitting ballasting intake of water into said elevator andsaid hull form.